Logging-car brake system



HAWZWB H. C. JARVIS LOGGING GAR BRAKE SYSTEM Sept. 11, 1923.

2 Sheets- Sheet 1 Original Filed Dec. 31 1920 INVENTOR Sept. 11,1923.

H. C. JARVIS 'LOGGING- GAR BRAKE SYSTEM Original Filed Dec. 31. 1920 2 Sheets-Sheet 2 INVENTOR I fiezmlfifm'm i I I I, I I I ATTOR%5 Patented Sept, llll, i923 UNETED HERBERT C. JARVIS, OF PORTLAND, OREGON, ASSIGNOB TO PACIFIC CAR & FOUNDRY (30., OF SEATTLE, WASHINGTON, A CORPORATION OF WASHINGTON.

LOGGING-CAR BRAKE SYSTEM.

Original application filed December 31, 1920, Serial No. 434,236. Divided and this application filed March 21, 1921.

To all whom it may concern Be it known that l. limunnrr (l. Jr vis, a-

citizen of the United States of America, and a resident of the city of Portland, Multnomah County, State of Oregon, have invented certain new and useful Improvements in Logging-Carlh'ake Systems, of which the following is a specification.

My invention relates to cars and particularly to cars of the type which in the trade are known as connected trucks, in which the platform and main frame of the car is confined to a beam which is located contrally of the car, which cars are chiefly used for hauling logs. This application is divided from my copending application, Serial No. 434,236, filed December 31, 1920, which has become Patent No. 1,415,357, issue May 9, 1922.

The object of my invention is to provide a car with loghauling bunks so constructed that the cars may be used for hauling logs of much greater length than the over-all length of the cars. The cars are, of course, adapted for hauling other long articles than logs in the same manner.

In the specification hereafter, will be described the construction of a car madein conformity wlth my invention and in the claims whlch ternunate the specification will be specifically defined the features which are the bunks, those which are at the outer side believed to be novel and upon which a patent is desired.

The accompanying drawingsv illustrate a car of this character having my invention embodied thereon.

Figure 1 is a side view of the car.

Figure 2 is a partial transverse section taken near the center of the length of the car to illustrate the manner of mounting the brake operating means.

Figure 3 is a plan .view of an end of a car.

Figure 4 shows two adjacent cars and the manner of loading the same viewed from the side.

As the car itself is described in detail in my copending application referred to above, and of which this is a divisional case, extended description here is unnecessary. I

employ trucks comprising a frame 2 carrying the running gear, and having mounted there on a bolster 10, the bolster being pivotally mounted in the frame 2 by a king pin 12.

- bunks 8.

Serial No. 453,984.

The beam 1, which forms the back-bone of the car, connecting its ends, is secured at each end in the bolster 10. each bolster is a bunk 3, which is also pivotally held in place by the king-pin 12, which passes therethrough.

The logs are mounted upon the pivoted. Tn handling such logs, which are of great length, the manner of loading would be to support one end of the log upon one bunk of one car and the other end of the log upon a hunk of another car, the two cars being separated and their draft connection being solely through the logs which connect the cars. This manner of handling the logs increases efficiency, largely because of the fact that it takes but little, if any more time to load a double length log than one of single length, that is, of the length of the car and, therefore, being able to load approximately the same number of logs of the double length. Approximation to the handling of twice the amount of lumber in this manner is reached;

li louuted above It has been found that handling logs in I of the curve being pulled in one direction while those which are at the inner side of the curve are pushed in the opposite direction. To avoid this I have mounted the bunk upon a pivot which is preferably alined with the pivot of the truck, as described above, so that the bunk may swing in a horizontal plane in a manner analogous to the swinging action of the truck. This permits the bunk to swing and thus maintain fixed re lation to the logs.

Tn employing this system of loading, it is desirable that the braking effort applied to the truck at one end of the car shall at times exceed that applied to the truck at the other end of the car. This is due to the fact that the load carried by one end of the car will often be very much greater than the load carried by-the other end of the car, this being due tothe size of the logs both as to diameter and length, and to other conditions. As logging railroads are often operated upon rather heavy grades, it is desirable to be able to apply braking power to all of the wheels up to the maximum that is possible without causin sliding.

To secure this result I have provided a separate braking system for each truck and. also means whereby the brakes upon each truck may be operated from a common separate point between the ends of the logs which form the load. To this end I provide a platform, as 41-, which is carried by a suitable frame work and bracing mounted upon the central portion of the beam 1, which forms the backbone of the car. This platform is located close down to the rail and beyond the side margin of the beam 1 which forms the connection between two trucks. The end braces 45 are extended outwardly from the beam 1, before being bent downwardly, to act as a guard to protect the handwheels 5, in loading and unloading the logs. If the end of a log inadvertently swings into and strikes the ear, the braces will. protect'the handwheels from injury.

Two brake wheels, as which constitute the means for operating the brakes, are mounted substantially centrally of the beam 11., above the platform 4. The particular construction of the brake forms no part of my present invention and, as any stand ard or suitable type of hand operated brake may be employed, I do not think it necessarytogo into greater detall at this point. The mechanism shown employs a bracket 50 at each brake, secured to the central beam 1 of the car and projecting sufficiently to form a storage place for the chain 51, which chain wraps upon the shaft or stem of the hand wheel 5. Suitable holding means, the ratchet wheels 52 and 53, are indicated Any equivalent means may, however, be employed.

With a car of this type of construction, logs of any length may be handled. They may be employed for short logs or for any length oflogs which may be carried about the curves and which are not barred be-. cause of some other outside consideration. As it takes approximately the same length of time to load the long logs as it does the short logs, the carrying capacity of the cars is increased, as the same number of feet of lumber may be loaded much more quickly than if short logs were being handled.

l i hat I claim as my invention is:

[1. A car comprising two trucks, a connectingbody, an independent brake system for each truck, and means for independently controlling said brake systems from the same location.

2. A car comprising two trucks, a connecting body comprising centrally placed beams, a brake system for each truck and means for separate hand operation of the brakes of the respective trucks from adjacent positions upon the body between the trucks.

3. A car comprising two trucks, centrallyplaced beams connecting said true-ks, an independent brake system for each truck, a

platform supported below and to one side of said beams between the trucks, and means for operating the brake systems located adjacent said. platform.

4. A car comprlsing t-wotrucks, a centrally-placed beam connecting said trucks,

braking means for said car, brake-operating means located upon the side of said beam and below its upper surf-ace, and guards projecting in a transverse plane from said beam adjacent said brake-operating means.

v Signed at Portland, Multnomah County, Oregon, this 7th day of March, 1921.

HERBERT C. JARVIS. 

